Combined pump and reservoir.



C. H. MORSE, la. d F. G. HOBART. COMBINED PUMP AND RESERVOIR.

APPLICATION man oc.22.19l5.

l SQQFQ. Patente@ Sapin. M, MU.

3 SHEETS-SFAET 1.

rmfm wwf? C. H. MORSE, JH. RL F. G. HOBART.

COMBINED PUMP AND RESERVOIR.

APPLICATION FILED ocT. z2. m5.

Patented Sept.. 11, 191?.

3 SHEETS-SHEET 2.

C. H. MORSE, In. @L F. G. HOB/IRT.

COMBINED PUMP AND RESERVOIR.

APPLICATION FILED OCT. 22. I9I5.

Patented Sept. 11, 191?,

3 SHEETS-SHEET 3.

S/Wagen 'entran estarse Parana unieron.

CHARLES I-I. MORSE, JR., OF CHICAGO, ILLINOIS, ANI) FRANKLIN Gr. I-IOBART, OF BELOIT, WISCONSIN, ASSIGNORS TO FAIRBANKS, MORSE & COMPANY, 0F CHICAGO, ILLINOIS. A CORPORATION OF ILLINOIS. i

COMBINED PUIVIP AND RESERVOIR,

Application filed October 22, 191 5.

To all whom t may concern:

Be it known that we, CHARLES H. MORSE, Jr., residing at Chicago, .in the county of Cook and State of Illinois, and FRANKLIN G. Hou-iur, residing at Beloit, in the' county of Rock and State of l/Visconsin, both citizens of the United States of America, have invented a certain new and useful Improvement in Combined Pumps and Reservoirs, of which the following is a specification.

Our invention relates to fuel pumps for internal combustion engines. In the form shown it also ,constitutes a combined pump and reservoir and makes provision for handling the more highly volatile fuels used in starting the engine. The general object of our invention is to provide simple and sure acting meclfanism for supplying fuel to the engine. Among the more specific objects it is our purpose to provide simple pumping mechanism and associated parts whereby stuffing boxes may be dispensed with. Another purpose is to provide pumping mechanism normally operated by a reciprocating part of the engine but capable of being temporarily thrown out of gear during the period of starting. Specific features which contribute to these general ends will be explained as the description proceeds.

We accomplish our objects by the mechanism illustrated in the accompanying drawings in which- Figure 1 is an elevation of the complete apparatus looking toward the right in Fig. 4.

Fig. 2 is a side elevation partly in section showing the hollow plunger of the fuel pump.

Fig. 3 is the side elevation of the pump cylinder.

Fig. 4 is a vertical section on the line 4 4 Fig. 1 showing the pump and its position relative to the intake of an internal combustion engine.

Fig. 5 is a vertical section on the line 5'--5V Fig. 1.

Fig. 6 is a plan of the parts shown in Fig. l.

Specification of Letters Patent.

Patented Sept. 11, 1901"?.

Serial No. 57,314.

Fig. 7 is a vertical section on the line 50 7-7, Fig. 1.

Similar numerals refer to similar parts throughout the several views.

According to the preferred form, selected to illustrate the invention, the casing 1 is secured to the intake of the engine 2 by suitable bolts passing through the bolt holes 3 and et, best shown in Fig. 5. This casing has a duct 5 which constitutes the air intake and communicates with the intake of the engine. Leading into the engine intake is a fuel duct 6, controlled by a needle valve 7. Fuel is supplied to said valve and duct through a passage 8 leading from the reservoir 9 in the casing as best shown in Fig. 7.

Liquid fuel is supplied to said reservoir by pumping mechanism in which the fuel supply pipe 10 connects with the lower end of a pump cylinder 11 which is supported by and partially contained within the casing 1. This preferably screws into the casing at the point 12, and has outlet ports 13, 13 opening into said reservoir. Near the bottom of the cylinder is a check valve 14C which prevents the oil from owing back into the supply pipe after it has been drawn up into the cylinder 11. Above said check valve is a helical compression spring 15 upon which rests the plunger 16. Said plunger is hollow and is provided with a check valve 17 at its lowerl end. This prevents the oil from escaping from the bottom of the plunger after it 'has once been forced up into the plunger. At the side of the plunger is a port 18 which cooperates with the ports 13 of the cylinder. The design of these ports is well shown in Figs. 2 and 3 where it will be noted that the port 18 is of an angular width of 180 degrees and the ports 13 of the cylinder are also of great width and located opposite to each other; the result being that the port in the plunger will always have an outlet through one of the ports in the cylinder, for any po sition to which the plunger may be rotated.y

This avoids the necessity of providing guides of any kind to prevent the plunger from rotating; and as the plunger is apt to shift its position` angularly the wear will be uniform on all sides. The ports are also rather long so that there will alwaysl be a free passage fromthe inside of the plunger out tothe reservoir 9. By mounting the spring thus inside the cylinder it is always lubricated and is also mechanically protected.

At the top ofthe plunger is a stopper having a body 20 which makes a drive fit into the top of the plunger and is crowned by a head .21 which rests upon the upper end of the plunger. It is engaged by the `arm 22 of a bell crank which moves the plunger up and down. Said bell crank is fulcrumed upon a stationary pin 23 and operated by the power arm 24 of said crank as best shown in Fig. 1. By preference the upper surface of the stopper is rounded and this accommodates the lever in the different positions thereof. The arm under normal running conditions is engaged and operated by a pin l25 screwing intoy a rod 26 which is longitudinally reciprocated by any suitable mechanism in synchronism with the movements of the engine. The result is that vwhen the engine is running, the rod 26 will oscillate the bell crank which in turn causes the plunger 16 to travel up and down and draw oil from the supply pipe 10 and bring it into the reservoir 9. Preferably the rod 26 is the engine exhaust rod, and in such case the travel of t-he pump plunger will be proportional to the travel of lthe exhaust rod. l

When the engine is being started on a more volatile fuel the pump is not required and we have provided mechanism for temporarily throwing a pump out of gear. This consists of a small bell crank loosely mounted on vthe stationary pin 27. The crank has an operating vhandle 28 and a stop arm 29 which when thrown back of the arm 24 lprevents pin 25 from reaching and operating it. When the stop crank is in nona-cting position shown in full lines, Fig. 1, it rests against ythe stationary pin 30, as shown. A drain pipe 32 leads out of the bottom of the reservoir 9 back to the supply of kerosene or Whatever other fuel the engineV is normally supplied with. A valve seat 33 is formed at the bottom of the reservoir near the entrance to said pipe ,and this coperates with vthe lower end of a plug 34 which opens and shuts the passage from the reservoir to saiddrain pipe'. The plug is fastened to a screwf35 which screws into the top of the casing and is manipulated by a knurledl head 36. Thus'by lscrewing the plug up or down the reservoir can be drained of its contents or made to hold its contents. y The plug is hollow"' for the greater portion of its length and near its upper end has a hole 37 through which liquid may iow to the reservoir after it reaches a predetermined height. Consequently, when the plug is closed the liquid will be maintained at a constant level in the reservoir and it will be noted that this level is above the level of the ports 13 in the cylinder. Therefore, the operating parts -of the pump-will always be submerged in oil and a stuffing-box is made unnecessary.

The reservoir is provided with a pressed metal cover 39 which is apertured toaccommodate the stem of the plugi34 and is yieldingly held down in position by a helical spring 410.A This construction renders it easy to open up the reservoir and introduce the more volatile fuel before, starting, and yet` firmly holds `the cover in place when the latter is in4 closed position. By preference the edges of the cover are downwardly flanged t'o fit over the edges of the reseruoir.

In operation, when it is desired to start the engine, the plug 34 is raised and the contents of the reservoir permitted to drain ofi' through the pipe 32. When the reservoir has been emptied, the plug is screwed down position, whereupon the exhaust rod will operate the pump and cause it todraw the heavier oil up through the supply pipe 10 through the pump and -into the reservoir where it will be kept at constant level liush with the overflow aperture 37 in the plug.

Attention is directed to our copending divisional application filed June 30, 1916, Serial Number 106,756.

Having thus described our invention, what we claim as new and desire to secure by Letters Patent is 1. A combined pump and reservoir for internal combustion engines, comprising a casing in which is formed a fuel reservoir, a pump cylinder lying partially without the casing and extending thereinto and discharging into said reservoir, and an overand plunger being provided with suitable inlet ports and. check valves, a compression spring for normally holding the plunger raised, and a lever fulcrumed upon said reservoir and engaging the plunger for reciprocating it.

3. In a combined fuel pump and reservoir for internal combustion engines, the combination with a reservoir and means for maintaining a constant level of fuel therein, of a separate pump cylinder projecting downward from the bottom of the reservoir, a hollow piston working insaid cylinder and projecting above the top of the reservoir, said cylinder having an inlet and check valve at its lower end, the plunger also having an inlet and check valve at its lower end, the cylinder and plunger both having ports in theside communicating with the reservoir at a point below the level of the fuel therein` and means engaging the upper outer end of the plunger for reciprocating it.

4. Mechanism of the class described, comprising a reservoir, pumping mechanism consisting of a c vlinder and a plunger in said cylinder projecting above the upper end of the cylinder and reservoir, said cylinder and plunger having outlet ports discharging directly into said reservoir, said cylinder and plunger being provided with suitable inlet ports and check valves, a compression spring for normally holding the plunger raised, a lever fulcrumed upon said reservoir and engaging the plunger for reciprocating it, and a detent operable by hand to engage and prevent the operation of said lever.

5. Pumping mechanism for supplying fuel toian internal combustion engine, having a cylinder with an inlet and check valve at the bottom, a' compression spring Within said cylinder, a hollow plunger seating upon said spring and provided with an inlet and check valve at the bottom, the cylinder and plunger having outlet ports in tbe side and both the cylinder-and the plunger being open at the upper end, the upper end of the plunger projecting above the upper end of the cylinder, and a tight fitting stopper closing the upper end of the plunger.

6. Pumping mechanism for supplying fuel to an internal combustion engine, having a cylinder open at the upper end, a hollow plunger projecting through the alpper end of the cylinder, the cylinder and plunger being provided with inlets at the bottom and check valves cooperating therewith and being also provided with outlet ports in the side, a compression spring in the c vlinder tending to hold the plunger in raised position with its upper end projecting above the upper end of the cylinder, a stopper itting tightly inthe upper end of the plunger and seating thereon, and ay swinging lever engaging the head of the stopper and pressing thereon to reciprocate said plunger, saur lever thereby also tending to hold said stopper in place in the plunger.

7. Mechanism of the class described. comprising a reservoir for supplying fuel to an internal combustion engine and pumping mechanism partially contained within said reservoir for supplying fuel thereto, said pumping mechanism comprising a cylinder projecting below the bottom of the reservoir and having an inlet and check valve at its lower end and an outlet port in its side emptying into the reservoir, the cylinder being open at the upper end, a hollow plunger working in said cylinder and projecting through the upper end thereof to a point above the top of the reservoir, the plunger having an inlet and check valve at the bottom and an outlet port in the side communicating with the outlet of the cylinder, the plunger having an inlet and check valve at the bottom, a compression spring in the cylinder beneath the plunger, and an oscillating lever fulcrumed upon said reservoir and reciprocating said plunger.

8. Mechanism of the class described comprising a reservoir, pumping mechanism consisting of a cylinder projecting beneath the lower end of the reservoir, and a plunger in said cylinder projecting above the upper end of the cylinder and reservoir, said cylinder and plunger having 'outlet ports discharging directly into said reservoir, said cylinder and plunger being provided with suitable inlet ports and check valves and a compression spring for normally holding the plunger raised, a lever fulcrumed upon said reservoir and engaging the upper end of the plunger for reciprocating it and means abutting one side only of said lever for operating it.

9. Mechanism of the class described comprising a reservoir pumping mechanism consisting of a cylinder projectingl beneath the lower end of the reservoir, and a plunger in said cylinder projecting above the upper end of the cylinder and reservoir, said cylinder and plunger havingvoutlet ports discharging directly into said reservoir, said cylinder and plunger being provided with suitable inlet ports and check valves and a compression spring for normally holding the plunger raised, a lever fulcrumed upon said reservoir and engaging the upper end of the plunger for reciprocating it, a reciprocating element abutting one side only of the lever for operating it, and a detent pivoted upon said reservoir in position to hold the lever out of reach of said reciprocating element.

10. A combined pump and reservoir for internal combustion engines comprising a casing in which is formed a fuel reservoir,

a pump cylinder lying partially Without the casing and extending thereinto and discharging into said reservoir, and an overflow duct for maintaining constant fuel level in the reservoir, the inside ot' the cylinder at all times being in communication with the inside of the reservoir at a point below the level of the fuel as maintained by said l overflow duct, whereby the internal surfgace i of the cylinder is lubricated by the fuel frpm 10 the reservoir.

In Witness whereof we have hereunto sub-- scribed our names.

CHARLES H. MORSE, Jn. FRANKLIN Gr. HOBART.

Copies o! this patent may be obtained for ve cents each, by addressing the Commissioner of Patents, Washington, D. G. 

